CN107614940A - The speed-change control device of vehicle - Google Patents

The speed-change control device of vehicle Download PDF

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Publication number
CN107614940A
CN107614940A CN201680021865.3A CN201680021865A CN107614940A CN 107614940 A CN107614940 A CN 107614940A CN 201680021865 A CN201680021865 A CN 201680021865A CN 107614940 A CN107614940 A CN 107614940A
Authority
CN
China
Prior art keywords
speed
engagement
engaging clutch
clutch
gear
Prior art date
Legal status (The legal status is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the status listed.)
Granted
Application number
CN201680021865.3A
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Chinese (zh)
Other versions
CN107614940B (en
Inventor
礼田良平
古闲雅人
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Nissan Motor Co Ltd
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Nissan Motor Co Ltd
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Filing date
Publication date
Application filed by Nissan Motor Co Ltd filed Critical Nissan Motor Co Ltd
Publication of CN107614940A publication Critical patent/CN107614940A/en
Application granted granted Critical
Publication of CN107614940B publication Critical patent/CN107614940B/en
Active legal-status Critical Current
Anticipated expiration legal-status Critical

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Classifications

    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
    • F16H—GEARING
    • F16H61/00—Control functions within control units of change-speed- or reversing-gearings for conveying rotary motion ; Control of exclusively fluid gearing, friction gearing, gearings with endless flexible members or other particular types of gearing
    • F16H61/04—Smoothing ratio shift
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60K—ARRANGEMENT OR MOUNTING OF PROPULSION UNITS OR OF TRANSMISSIONS IN VEHICLES; ARRANGEMENT OR MOUNTING OF PLURAL DIVERSE PRIME-MOVERS IN VEHICLES; AUXILIARY DRIVES FOR VEHICLES; INSTRUMENTATION OR DASHBOARDS FOR VEHICLES; ARRANGEMENTS IN CONNECTION WITH COOLING, AIR INTAKE, GAS EXHAUST OR FUEL SUPPLY OF PROPULSION UNITS IN VEHICLES
    • B60K6/00—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00
    • B60K6/20—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00 the prime-movers consisting of electric motors and internal combustion engines, e.g. HEVs
    • B60K6/42—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00 the prime-movers consisting of electric motors and internal combustion engines, e.g. HEVs characterised by the architecture of the hybrid electric vehicle
    • B60K6/44—Series-parallel type
    • B60K6/442—Series-parallel switching type
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60K—ARRANGEMENT OR MOUNTING OF PROPULSION UNITS OR OF TRANSMISSIONS IN VEHICLES; ARRANGEMENT OR MOUNTING OF PLURAL DIVERSE PRIME-MOVERS IN VEHICLES; AUXILIARY DRIVES FOR VEHICLES; INSTRUMENTATION OR DASHBOARDS FOR VEHICLES; ARRANGEMENTS IN CONNECTION WITH COOLING, AIR INTAKE, GAS EXHAUST OR FUEL SUPPLY OF PROPULSION UNITS IN VEHICLES
    • B60K6/00—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00
    • B60K6/20—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00 the prime-movers consisting of electric motors and internal combustion engines, e.g. HEVs
    • B60K6/50—Architecture of the driveline characterised by arrangement or kind of transmission units
    • B60K6/54—Transmission for changing ratio
    • B60K6/547—Transmission for changing ratio the transmission being a stepped gearing
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
    • B60W10/00—Conjoint control of vehicle sub-units of different type or different function
    • B60W10/02—Conjoint control of vehicle sub-units of different type or different function including control of driveline clutches
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
    • B60W10/00—Conjoint control of vehicle sub-units of different type or different function
    • B60W10/04—Conjoint control of vehicle sub-units of different type or different function including control of propulsion units
    • B60W10/08—Conjoint control of vehicle sub-units of different type or different function including control of propulsion units including control of electric propulsion units, e.g. motors or generators
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
    • B60W10/00—Conjoint control of vehicle sub-units of different type or different function
    • B60W10/10—Conjoint control of vehicle sub-units of different type or different function including control of change-speed gearings
    • B60W10/11—Stepped gearings
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
    • B60W20/00—Control systems specially adapted for hybrid vehicles
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
    • B60W20/00—Control systems specially adapted for hybrid vehicles
    • B60W20/10—Controlling the power contribution of each of the prime movers to meet required power demand
    • B60W20/15—Control strategies specially adapted for achieving a particular effect
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
    • B60W30/00—Purposes of road vehicle drive control systems not related to the control of a particular sub-unit, e.g. of systems using conjoint control of vehicle sub-units
    • B60W30/18—Propelling the vehicle
    • B60W30/19—Improvement of gear change, e.g. by synchronisation or smoothing gear shift
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
    • F16H—GEARING
    • F16H61/00—Control functions within control units of change-speed- or reversing-gearings for conveying rotary motion ; Control of exclusively fluid gearing, friction gearing, gearings with endless flexible members or other particular types of gearing
    • F16H61/26—Generation or transmission of movements for final actuating mechanisms
    • F16H61/28—Generation or transmission of movements for final actuating mechanisms with at least one movement of the final actuating mechanism being caused by a non-mechanical force, e.g. power-assisted
    • F16H61/32—Electric motors actuators or related electrical control means therefor
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
    • F16H—GEARING
    • F16H63/00—Control outputs from the control unit to change-speed- or reversing-gearings for conveying rotary motion or to other devices than the final output mechanism
    • F16H63/40—Control outputs from the control unit to change-speed- or reversing-gearings for conveying rotary motion or to other devices than the final output mechanism comprising signals other than signals for actuating the final output mechanisms
    • F16H63/50—Signals to an engine or motor
    • F16H63/502—Signals to an engine or motor for smoothing gear shifts
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
    • B60W50/00—Details of control systems for road vehicle drive control not related to the control of a particular sub-unit, e.g. process diagnostic or vehicle driver interfaces
    • B60W2050/0001—Details of the control system
    • B60W2050/0002—Automatic control, details of type of controller or control system architecture
    • B60W2050/0008—Feedback, closed loop systems or details of feedback error signal
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
    • B60W2510/00—Input parameters relating to a particular sub-units
    • B60W2510/02—Clutches
    • B60W2510/0208—Clutch engagement state, e.g. engaged or disengaged
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
    • B60W2510/00—Input parameters relating to a particular sub-units
    • B60W2510/02—Clutches
    • B60W2510/0283—Clutch input shaft speed
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
    • B60W2510/00—Input parameters relating to a particular sub-units
    • B60W2510/08—Electric propulsion units
    • B60W2510/081—Speed
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
    • B60W2510/00—Input parameters relating to a particular sub-units
    • B60W2510/10—Change speed gearings
    • B60W2510/1005—Transmission ratio engaged
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
    • B60W2510/00—Input parameters relating to a particular sub-units
    • B60W2510/10—Change speed gearings
    • B60W2510/1015—Input shaft speed, e.g. turbine speed
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
    • B60W2510/00—Input parameters relating to a particular sub-units
    • B60W2510/10—Change speed gearings
    • B60W2510/104—Output speed
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
    • B60W2710/00—Output or target parameters relating to a particular sub-units
    • B60W2710/02—Clutches
    • B60W2710/021—Clutch engagement state
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
    • B60W2710/00—Output or target parameters relating to a particular sub-units
    • B60W2710/02—Clutches
    • B60W2710/028—Clutch input shaft speed
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
    • B60W2710/00—Output or target parameters relating to a particular sub-units
    • B60W2710/08—Electric propulsion units
    • B60W2710/081—Speed
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
    • B60W2710/00—Output or target parameters relating to a particular sub-units
    • B60W2710/08—Electric propulsion units
    • B60W2710/083—Torque
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
    • B60W2710/00—Output or target parameters relating to a particular sub-units
    • B60W2710/10—Change speed gearings
    • B60W2710/1005—Transmission ratio engaged
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60Y—INDEXING SCHEME RELATING TO ASPECTS CROSS-CUTTING VEHICLE TECHNOLOGY
    • B60Y2200/00—Type of vehicle
    • B60Y2200/90—Vehicles comprising electric prime movers
    • B60Y2200/92—Hybrid vehicles
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
    • F16H—GEARING
    • F16H59/00—Control inputs to control units of change-speed-, or reversing-gearings for conveying rotary motion
    • F16H59/14—Inputs being a function of torque or torque demand
    • F16H2059/147—Transmission input torque, e.g. measured or estimated engine torque
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
    • F16H—GEARING
    • F16H59/00—Control inputs to control units of change-speed-, or reversing-gearings for conveying rotary motion
    • F16H59/36—Inputs being a function of speed
    • F16H2059/366—Engine or motor speed
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
    • F16H—GEARING
    • F16H59/00—Control inputs to control units of change-speed-, or reversing-gearings for conveying rotary motion
    • F16H59/36—Inputs being a function of speed
    • F16H59/46—Inputs being a function of speed dependent on a comparison between speeds
    • F16H2059/462—Detecting synchronisation, i.e. speed difference is approaching zero
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
    • F16H—GEARING
    • F16H59/00—Control inputs to control units of change-speed-, or reversing-gearings for conveying rotary motion
    • F16H59/68—Inputs being a function of gearing status
    • F16H2059/6807—Status of gear-change operation, e.g. clutch fully engaged
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
    • F16H—GEARING
    • F16H61/00—Control functions within control units of change-speed- or reversing-gearings for conveying rotary motion ; Control of exclusively fluid gearing, friction gearing, gearings with endless flexible members or other particular types of gearing
    • F16H2061/0075—Control functions within control units of change-speed- or reversing-gearings for conveying rotary motion ; Control of exclusively fluid gearing, friction gearing, gearings with endless flexible members or other particular types of gearing characterised by a particular control method
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
    • F16H—GEARING
    • F16H61/00—Control functions within control units of change-speed- or reversing-gearings for conveying rotary motion ; Control of exclusively fluid gearing, friction gearing, gearings with endless flexible members or other particular types of gearing
    • F16H61/04—Smoothing ratio shift
    • F16H61/0403—Synchronisation before shifting
    • F16H2061/0422—Synchronisation before shifting by an electric machine, e.g. by accelerating or braking the input shaft
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
    • F16H—GEARING
    • F16H2200/00—Transmissions for multiple ratios
    • F16H2200/20—Transmissions using gears with orbital motion
    • F16H2200/2094—Transmissions using gears with orbital motion using positive clutches, e.g. dog clutches
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
    • F16H—GEARING
    • F16H59/00—Control inputs to control units of change-speed-, or reversing-gearings for conveying rotary motion
    • F16H59/36—Inputs being a function of speed
    • F16H59/38—Inputs being a function of speed of gearing elements
    • F16H59/40—Output shaft speed
    • Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
    • Y02—TECHNOLOGIES OR APPLICATIONS FOR MITIGATION OR ADAPTATION AGAINST CLIMATE CHANGE
    • Y02T—CLIMATE CHANGE MITIGATION TECHNOLOGIES RELATED TO TRANSPORTATION
    • Y02T10/00—Road transport of goods or passengers
    • Y02T10/60—Other road transportation technologies with climate change mitigation effect
    • Y02T10/62—Hybrid vehicles
    • Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
    • Y10—TECHNICAL SUBJECTS COVERED BY FORMER USPC
    • Y10S—TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
    • Y10S903/00—Hybrid electric vehicles, HEVS
    • Y10S903/902—Prime movers comprising electrical and internal combustion motors
    • Y10S903/903—Prime movers comprising electrical and internal combustion motors having energy storing means, e.g. battery, capacitor
    • Y10S903/93—Conjoint control of different elements

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  • Engineering & Computer Science (AREA)
  • Mechanical Engineering (AREA)
  • Transportation (AREA)
  • Chemical & Material Sciences (AREA)
  • Combustion & Propulsion (AREA)
  • General Engineering & Computer Science (AREA)
  • Automation & Control Theory (AREA)
  • Hybrid Electric Vehicles (AREA)
  • Electric Propulsion And Braking For Vehicles (AREA)
  • Control Of Transmission Device (AREA)

Abstract

To when asking the speed change of the 1st of stage-geared gearbox (1) shift gear for engaging clutch (C1) engagement engagement, the rotating speed FB for implementing to be directed to the 2nd dynamotor (MG2) being connected with the 1st engaging clutch (C1) is controlled the present invention.It is provided with transmission control unit (23), if by implementation that rotating speed FB is controlled the differential speed of the 1st engaging clutch (C1) be in it is synchronous judge rotating speed in the range of, it is to the 1st engaging clutch (C1) output engagement engagement instruction.It is related to the speed-change control device of following motor vehicle driven by mixed power, i.e., when the transmission control unit (23) implements the rotating speed FB controls of the 2nd dynamotor (MG2), if the engagement engagement of the 1st engaging clutch (C1) starts, then compared with before engagement engagement starts, reduce the effect of rotating speed FB controls.Thus, the present invention can mitigate the impact of the vehicle caused by FB moments of torsion.

Description

The speed-change control device of vehicle
Technical field
The present invention relates to a kind of speed-change control device of vehicle, and it has root in the speed changer of drive system is equipped on The engaging clutch of engagement is engaged according to the stroke for initiating from released position, will as the speed change switched over to shift gear Element.
Background technology
Currently, in the automatic transmission with the engaging clutch with rotating synchro structure, nibbled making engaging clutch During the speed change that splice grafting closes, implement the speed feedback control for making the differential speed of engaging clutch converge to the synchronous motor for judging rotating speed System (below, " feedback " is referred to as " FB ").The control device of known following automatic transmission, i.e. if by implementing rotating speed FB Control and make it that differential speed is in the range of synchronous judgement rotating speed, then start the engagement engagement of engaging clutch, it is lasting to carry out Rotating speed FB is controlled and engagement engagement is finished (for example, referring to patent document 1).
Patent document 1：Japanese Unexamined Patent Publication 2005-90604 publications
The content of the invention
However, in the control device of current automatic transmission, implement following rotating speed FB controls, i.e. reality will be set as Now smoothly engage the synchronous of the differential speed of the engagement joint action of clutch and judge rotating speed as target differential speed, make engaging from The actual differential speed of clutch converges to target differential speed.Therefore, in rotating speed FB controls, if engaging clutch connects into engagement Conjunction state then actual differential speed vanishing, will be caused between actual differential speed and target differential speed (synchronous judgement rotating speed) External disturbance of the rotating speed deviation as control aspect.Therefore, if engaging clutch be changed into engage engagement state after until It is judged as engaging untill engagement finishes and persistently carries out rotating speed FB controls, then actual differential speed (zero-turn speed) and goal discrepancy will be made by producing The consistent FB moments of torsion of rotating speed (synchronous to judge rotating speed).Moreover, produce following problem, i.e. the FB moments of torsion as vehicle impact and Sense of discomfort is brought to driver.
The present invention is conceived to above mentioned problem and proposed, its object is to provide a kind of speed Control dress of vehicle Put, it can weaken because being controlled by rotating speed FB when making the speed change that engaging clutch engagement engages based on synchronous judge of rotation And the impact of the vehicle caused by the FB moments of torsion exported.
To achieve these goals, it is real to be equipped with energy in the drive system from power source to driving wheel for vehicle of the invention The speed changer of existing multiple shift gear, speed changer have according to initiate from the stroke of released position and be engaged the engaging of engagement from Clutch is as the speed change key element switched over to shift gear.
In the vehicle, it is provided with following variable-speed controller, i.e. to the shift gear for engaging engaging clutch engagement When speed change is asked, the rotating speed FB that the variable-speed controller implements to be directed to the motor being connected with engaging clutch is controlled, if card The differential speed of clutch is closed in the range of synchronous judgement rotating speed, then the variable-speed controller engages to engaging clutch output Engagement instruction.
Variable-speed controller is when implementing the rotating speed FB controls of motor, if the engagement engagement of engaging clutch starts, Compared with before engagement engagement starts, reduce the effect of rotating speed FB controls.
The effect of invention
As a result, when making the speed change that engaging clutch engagement engages based on synchronous judge of rotation, can mitigate because logical The impact for the vehicle caused by FB moments of torsion crossed rotating speed FB controls and exported.
Brief description of the drawings
Fig. 1 is to represent to apply drive system and the control of the motor vehicle driven by mixed power of the speed-change control device of embodiment 1 The overall system view of system.
Fig. 2 is to represent that the multi-stage gear for being equipped on the motor vehicle driven by mixed power for the speed-change control device for applying embodiment 1 becomes The control system architecture figure of the structure of the change control system of fast device.
Fig. 3 is to represent the multi-stage gear in the motor vehicle driven by mixed power for being equipped on the speed-change control device for applying embodiment 1 The speed change corresponding diagram synoptic diagram of the thought switched in speed changer to speed change pattern.
Fig. 4 is to represent the multi-stage gear in the motor vehicle driven by mixed power for being equipped on the speed-change control device for applying embodiment 1 The speed change pattern figure of the speed change pattern of switching position based on 3 engaging clutches in speed changer.
Fig. 5 is the flow chart for the flow for representing the speed Control processing by the transmission control unit execution of embodiment 1.
Fig. 6 be represent embodiment 1 speed Control processing in use, FB gains relative to differential speed absolute value pass The 1FB gain characteristic figures of system.
Fig. 7 be represent embodiment 1 speed Control processing in use, FB gains relative to differential speed absolute value pass The 2FB gain characteristic figures of system.
Fig. 8 be represent to have selected " the MG1 moments of torsion of stage-geared gearbox during EV2nd ICE2nd " speed change pattern and The moment of torsion flow chart of the flowing of ICE torque.
Fig. 9 be represent to have selected " the MG1 moments of torsion of stage-geared gearbox during EV2nd ICE3rd " speed change pattern and The moment of torsion flow chart of the flowing of ICE torque.
Figure 10 is represented in embodiment 1 by the speed change pattern of stage-geared gearbox from " EV2nd ICE2nd " are switched to " front and rear GMG1 rotation engines rotating speed (=MG2 rotating speeds) MG1 torque engines during EV2nd ICE3rd " are turned round The timing diagram of each characteristic of square MG2 moment of torsion C1 location of instruction C2 location of instruction MG2 control models.
Figure 11 is the flow chart for the flow for representing the speed Control processing by the transmission control unit execution of embodiment 2.
Figure 12 is represented in example 2 by the speed change pattern of stage-geared gearbox from " EV2nd ICE2nd " are switched to " front and rear GMG1 rotation engines rotating speed (=MG2 rotating speeds) MG1 torque engines during EV2nd ICE3rd " are turned round The timing diagram of each characteristic of square MG2 moment of torsion C1 location of instruction C2 location of instruction MG2 control models.
Embodiment
Below, the speed-change control device based on embodiment 1 shown in the drawings and embodiment 2 vehicle of the invention to realization Best mode illustrate.
Embodiment 1
First, structure is illustrated.
The speed-change control device of embodiment 1 is applied to motor vehicle driven by mixed power (example of vehicle), the hybrid electric vehicle With 1 engine, 2 dynamotor and stage-geared gearbox with 3 engaging clutches as drivetrain System structural element.Below, the structure of the speed-change control device of the motor vehicle driven by mixed power of embodiment 1 is divided into " total system knot Structure ", " change control system structure ", " speed change pattern structure ", " speed Control processing structure " illustrate.
[overall system structure]
Fig. 1 represents to apply the drive system of the motor vehicle driven by mixed power of the speed-change control device of embodiment 1 and control system System.Below, overall system structure is illustrated based on Fig. 1.
As shown in figure 1, the drive system of motor vehicle driven by mixed power possesses internal combustion engine ICE, the 1st dynamotor MG1, the 2nd electricity Dynamic generator MG2 and the stage-geared gearbox 1 with 3 engaging clutches C1, C2, C3.In addition, " ICE " is " Internal-Combustion Engine " breviary.
The internal combustion engine ICE is, for example, the gasoline engine for the front truck room that vehicle is configured at using crankshaft direction as overall width direction Machine, diesel engine etc..Internal combustion engine ICE and stage-geared gearbox 1 case of transmission 10 link, and internal combustion engine exports Axle is connected with the 1st axle 11 of stage-geared gearbox 1.In addition, internal combustion engine ICE substantially using the 2nd dynamotor MG2 as rise Move motor and carry out MG2 startings.But situation about being started using the MG2 of forceful electric power battery 3 can not be ensured during defence such as extremely low temperature And retain and start motor 2.
The 1st dynamotor MG1 and the 2nd dynamotor MG2 is for shared power supply with forceful electric power battery 3 The permanent-magnet type synchronous motor of three-phase alternating current.1st dynamotor MG1 stator is fixed on the 1st dynamotor MG1 shell Body, the housing are fixed on the case of transmission 10 of stage-geared gearbox 1.Moreover, the rotor one with the 1st dynamotor MG1 1st motor shaft of body is connected with the 2nd axle 12 of stage-geared gearbox 1.2nd dynamotor MG2 stator is fixed on the 2nd electricity Dynamic generator MG2 housing, the housing are fixed on the case of transmission 10 of stage-geared gearbox 1.Moreover, with the 2nd electronic hair 2nd motor shaft of motor MG2 rotor one is connected with the 6th axle 16 of stage-geared gearbox 1.When power is run by direct current Electricity is transformed to three-phase alternating current and three-phase alternating current is transformed to the 1st inverter 4 of direct current in regeneration, via 1AC lines Beam 5 and be connected with the 1st dynamotor MG1 stator coil.When power is run by DC power conversion be three-phase alternating current and Three-phase alternating current is transformed to the 2nd inverter 6 of direct current in regeneration, via 2AC wire harness 7 with the 2nd dynamotor MG2 stator coil connection.Using DC wire harness 8 via terminal box 9 and by the inverter 4 of forceful electric power battery 3 and the 1st and the 2nd inversion Device 6 connects.
The stage-geared gearbox 1 is the constant mesh transmission for the multipair gear mesh for having gear ratio different, is possessed： 6 gear shafts 11~16, they are configured to be parallel to each other and for setting gear in case of transmission 10；And 3 engagings Clutch C1, C2, C3, they select gear mesh.The 1st axle 11, the 2nd axle 12, the 3rd axle 13, the 4th axle are provided with as gear shaft 14th, the 5th axle 15 and the 6th axle 16.Be provided with as engaging clutch the 1st engaging clutch C1, the 2nd engaging clutch C2 with And the 3rd engaging clutch C3.In addition, it is additionally provided with the engagement to bearing portions, gear in housing in case of transmission 10 Part supplies the electric oil pump 20 of lubricating oil.
1st axle 11 is the axle linked with internal combustion engine ICE, in the 1st axle 11, is configured in order from the right side in Fig. 1 There are the 1st gear 101, the 2nd gear 102, the 3rd gear 103.1st gear 101 is set relative to the 1st axle 11 to be integrated (comprising one Change and fix).2nd gear 102 and the 3rd gear 103 are the idle running for the periphery that the boss portion protruded in the axial direction is inserted in the 1st axle 11 Gear, it is configured to drive link relative to the 1st axle 11 via the 2nd engaging clutch C2.
2nd axle 12 is to link with the 1st dynamotor MG1 and make the outer fix of axle center and the 1st axle 11 as one man The Cylindorical rod of arranged coaxial, in the 2nd axle 12, it is configured with the 4th gear 104, the 5th gear 105 in order from the right side of Fig. 1.4th The gear 105 of gear 104 and the 5th is set relative to the 2nd axle 12 to be integrated (fixed comprising integration).
3rd axle 13 is arranged in the axle of the outlet side of stage-geared gearbox 1, in the 3rd axle 13, from Fig. 1 right side Rise and be configured with the 6th gear 106, the 7th gear 107, the 8th gear 108, the 9th gear 109, the 10th gear 110 in order.6th gear 106th, the 7th gear 107 and the 8th gear 108 are set relative to the 3rd axle 13 is integrated (fixed comprising integration).9th gear 109 and the 10th gear 110 is the idler gear for the periphery that the boss portion protruded in the axial direction is inserted in the 3rd axle 13, via the 3rd card Close clutch C3 and be configured to drive link relative to the 3rd axle 13.Moreover, the 2nd gear of the 6th gear 106 and the 1st axle 11 102 engagements, the 7th gear 107 engage with the 16th gear 116 of differential gear 17, the 3rd gear of the 8th gear 108 and the 1st axle 11 103 engagements.9th gear 109 engages with the 4th gear 104 of the 2nd axle 12, the 5th gear 105 of the 10th gear 110 and the 2nd axle 12 Engagement.
4th axle 14 is the axle that both ends are supported in case of transmission 10, the 4th axle 14 from the right side of Fig. 1 in order It is configured with the 11st gear 111, the 12nd gear 112, the 13rd gear 113.11st gear 111 sets relative to the 4th axle 14 and is integrated (fixed comprising integration).12nd gear 112 and the 13rd gear 113 are that the boss portion protruded in the axial direction is inserted in the 4th axle 14 Periphery idler gear, via the 1st engaging clutch C1 and be configured to relative to the 4th axle 14 drive link.Moreover, the 11 gears 111 engage with the 1st gear 101 of the 1st axle 11, and the 12nd gear 112 engages with the 2nd gear 102 of the 1st axle 11, and the 13rd Gear 113 engages with the 4th gear 104 of the 2nd axle 12.
5th axle 15 is the axle that both ends are supported in case of transmission 10, is integrated and (includes with the setting of the 14th gear 114 Integration is fixed), the 14th gear 114 engages with the 11st gear 111 of the 4th axle 14.
6th axle 16 is the axle linked with the 2nd dynamotor MG2, is integrated and (includes with the setting of the 15th gear 115 Integration is fixed), the 15th gear 115 engages with the 14th gear 114 of the 5th axle 15.
Moreover, mechanically linked the 2nd dynamotor MG2 and internal combustion engine ICE using gear row, wherein, the tooth Wheel row are made up of intermeshing 15th gear 115, the 14th gear 114, the 11st gear 111, the 1st gear 101.The gear is listed in Arranged when internal combustion engine ICE MG2 startings are carried out by the 2nd dynamotor MG2 as the reduction gearing for making MG2 rotating speeds slow down, logical As making the increasing of internal-combustion engine rotational speed speedup when the MG2 for crossing internal combustion engine ICE driving and making the 2nd dynamotor MG2 generate electricity generates electricity Fast gear row.
The 1st engaging clutch C1 is installed between in the 4th axle 14, the 12nd gear 112 and the 13rd gear 113, no With lazy-tongs, so as to be by rotating the engagement travel under synchronous regime the jaw clutch that is engaged.In the 1st card When conjunction clutch C1 is in left-interface position (Left), link is driven to the 4th axle 14 and the 13rd gear 113.In the 1st card Clutch C1 is closed when being in neutral position (N), the 4th axle 14 and the 12nd gear 112 are unclamped, and by the 4th axle 14 and the 13rd tooth Wheel 113 unclamps.When the 1st engaging clutch C1 is in right side bonding station (Right), the 4th axle 14 and the 12nd gear 112 are entered Row driving links.
The 2nd engaging clutch C2 is installed between the 2nd gear 102 and the 3rd gear 103 in the 1st axle 11, is not had Lazy-tongs, so as to be by rotating the engagement travel under synchronous regime the jaw clutch that engages.Engage clutch the 2nd When C2 is in left-interface position (Left), link is driven to the 1st axle 11 and the 3rd gear 103.Engage clutch the 2nd When C2 is in neutral position (N), the 1st axle 11 and the 2nd gear 102 are unclamped, and the 1st axle 11 and the 3rd gear 103 are unclamped. When the 2nd engaging clutch C2 is in right side bonding station (Right), link is driven to the 1st axle 11 and the 2nd gear 102.
The 3rd engaging clutch C3 is installed between the 9th gear 109 and the 10th gear 110 in the 3rd axle 13, is not had There are lazy-tongs, so as to be by rotating the engagement travel under synchronous regime the jaw clutch that engages.Engage clutch the 3rd When device C3 is in left-interface position (Left), link is driven to the 3rd axle 13 and the 10th gear 110.Engage clutch the 3rd When device C3 is in neutral position (N), the 3rd axle 13 and the 9th gear 109 are unclamped, and the 3rd axle 13 and the 10th gear 110 is loose Open.When the 3rd engaging clutch C3 is in right side bonding station (Right), to the 3rd axle 13 and the company of being driven of the 9th gear 109 Knot.Moreover, the 16th gear 116 engaged with the 7th gear 107 via the drive shaft 18 of differential gear 17 and left and right and with left and right Driving wheel 19 connect, wherein, the 3rd axle 13 of the 7th gear 107 and stage-geared gearbox 1, which is set, to be integrated (comprising one Change and fix).
As shown in figure 1, the control system of motor vehicle driven by mixed power has mixing control module 21, motor control unit 22, become Fast device control unit 23 and control unit of engine 24.
The mixing control module 21 is (referred to as：" HCM ") it is to bear suitably to carry out pipe to the overall consumed energy of vehicle The Comprehensive Control unit of the function of reason.The mixing control module 21 is by CAN communication line 25 and can carry out two-way information The mode of exchange and other control units (motor control unit 22, transmission control unit 23, control unit of engine 24 etc.) Connection.In addition, " CAN " of CAN communication line 25 refers to " Controller Area Network " breviary.
The motor control unit 22 is (referred to as：" MCU ") referred to using the control for the 1st inverter 4 and the 2nd inverter 6 Make and carry out the 1st dynamotor MG1 and the 2nd dynamotor MG2 power operation control, Regeneration control etc..As for 1st dynamotor MG1 and the 2nd dynamotor MG2 control model, " moment of torsion control " and " rotating speed FB controls " be present. " moment of torsion control " is if it is determined that the target motor torque for being directed to target drive force and sharing then enters to exercise real electrical machinery moment of torsion chases after With the control of target motor torque." rotating speed FB controls " is under steam if there is any for making engaging clutch C1, C2, C3 The speed change request of individual engagement engagement, it is determined that so that the target motor rotating speed that the rotation of clutch input and output rotating speed is synchronous, with So that real electrical machinery rotating speed enters to be about to the control of FB torque outputs to the convergent mode of target motor rotating speed.
The transmission control unit 23 is (referred to as：" TMCU ") based on defined input information and to electric actuator 31, 32nd, 33 (reference picture 2) output currents instruct, and thus carry out the speed change switched over to the speed change pattern of stage-geared gearbox 1 Control.In the speed Control, optionally engage/disengage engaging clutch C1, C2, C3 engagement, from multipair gear mesh Selection participates in the gear mesh of power transmission.Here, in any one speed change engaged for engaging clutch C1, C2, the C3 for making release During request, engagement engagement is ensured to suppress the speed discrepancy of clutch input and output, while use the 1st dynamotor MG1 Or the 2nd dynamotor MG2 rotating speed FB control (rotation Synchronization Control).
The control unit of engine 24 is (referred to as：" ECU ") based on defined input information and to motor control unit 22, The output controls such as spark plug, fuel injection actuator instruct, and thus carry out internal combustion engine ICE starting control, internal combustion engine ICE stops Only control, fuel cut-off control etc..
[change control system structure]
The stage-geared gearbox 1 of embodiment 1 is characterised by, the card based on engagement engagement is used as speed change key element Clutch C1, C2, C3 (jaw clutch) are closed, thus weakens to pull and slides and realize efficient activity.Moreover, if there is making engaging The speed change request of clutch C1, C2, C3 any one engagement engagement, then utilize the 1st dynamotor MG1 or the 2nd electronic hair It is synchronous that motor MG2 rotates the differential speed of clutch input and output, starts to engage if in the synchronous judgement range of speeds Stroke, it is achieved in above-mentioned speed change request.In addition, if any one release in the presence of engaging clutch C1, C2, the C3 for making engagement Speed change request, then reduce the clutch transmission torque to loosen the clutch, if become less than or equal to unclamp moment of torsion decision content, Then start to unclamp stroke, be achieved in the request.Below, the change control system structure based on Fig. 2 to stage-geared gearbox 1 Illustrate.
As shown in Fig. 2 change control system has the 1st engaging clutch C1, the 2nd engaging clutch C2 and the 3rd engaging Clutch C3 is as engaging clutch.With the 1st electric actuator 31, the 2nd electric actuator 32 and the 3rd electric actuator 33 As actuator.Block moreover, engaging clutch operating mechanism the 42 and the 3rd with the 1st engaging clutch operating mechanism the 41, the 2nd Clutch operating mechanism 43 is closed as the mechanism that actuator action is transformed to clutch engaging/release action.Also, with change Control list of the fast device control unit 23 as the 1st electric actuator 31, the 2nd electric actuator 32 and the 3rd electric actuator 33 Member.
The 1st engaging clutch C1, the 2nd engaging clutch C2 and the 3rd engaging clutch C3 are to neutral gear position (N： Released position), left-interface position (Left：Left side clutch engages bonding station) and right side bonding station (Right：It is right Side clutch engagement bonding station) jaw clutch that switches over.Each engaging clutch C1, C2, C3 are identical structure, With coupling sleeve 51,52,53, left side jaw clutch ring 54,55,56 and right side jaw clutch ring 57,58,59.Connection Female connector cylinder 51,52,53 is combined to set via the wheel hub being fixed on outside the figure of the 4th axle 14, the 1st axle 11, the 3rd axle 13 and by spline Be set to advance vertically, have claw tooth 51a, 51b, 52a, 52b, 53a, the 53b being made up of flat top surface in both sides. Also, there is fork pockets 51c, 52c, 53c in the circumferential central portion of coupling sleeve 51,52,53.Left side jaw clutch ring 54,55, 56 are fixed on the boss portion of each gear 113,103,110 of the left side idler gear as each engaging clutch C1, C2, C3, tool There are claw tooth 54a, 55a, the 56a being made up of the flat top surface relative with claw tooth 51a, 52a, 53a.Right side jaw clutch Ring 57,58,59 is fixed on the convex of each gear 112,102,109 of the right side idler gear as each engaging clutch C1, C2, C3 Platform portion, there is claw tooth 57b, 58b, the 59b being made up of the flat top surface relative with claw tooth 51b, 52b, 53b.
The 1st engaging clutch operating mechanism the 41, the 2nd engages clutch operating mechanism the 42 and the 3rd and engages clutch Actuating mechanism 43 is that the axial direction traveling that the rotational action of electric actuator 31,32,33 is transformed to coupling sleeve 51,52,53 is moved The mechanism of work.Each engaging clutch operating mechanism 41,42,43 is identical structure, has pivot link 61,62,63, gearshift Bar 64,65,66, fork 67,68,69.One end of pivot link 61,62,63 is arranged at the actuating of electric actuator 31,32,33 Device axle, the other end with gear level 64,65,66 can link in a manner of relative displacement.Gear level 64,65,66 is in bar framing bits Put and spring 64a, 65a, 66a are installed, the size and Orientation of power is transmitted according to bar and can be stretched.One end of fork 67,68,69 Gear level 64,65,66 is fixed on, the other end is configured at fork pockets 51c, 52c, 53c of coupling sleeve 51,52,53.
The input of transmission control unit 23 has from vehicle speed sensor 71, accel sensor 72, speed changer Output shaft turn-sensitive device 73, engine speed sensor 74, MG1 speed probes 75, MG2 speed probes 76, open circuit are opened Close sensor signal, the switching signal of 77 grades.In addition, transmission output speed sensor 73 is arranged at the 3rd axle 13.Moreover, With position servo control portion (for example, positional servosystem based on PID control), the position servo control portion is to according to connection The position of sleeve 51,52,53 and engaging clutch C1, C2, C3 engagement engagement and release that determine are controlled.Watch the position Taking control unit input has from the 1st sleeve portion sensor 81, the 2nd sleeve portion sensor 82, the 3rd sleeve portion sensor 83 Sensor signal.Moreover, the sensor values of each sleeve portion sensor 81,82,83 is read in, to electric actuator 31,32, 33 apply electric current so that the position of coupling sleeve 51,52,53 is changed into the bonding station based on engagement travel or released position. That is, by being formed as nibbling in the claw tooth for being welded in coupling sleeve 51,52,53 and the claw tooth both sides for being welded in idler gear The engagement state of the position of engagement of conjunction, so that idler gear and the 4th axle 14, the 1st axle 11, the driving of the 3rd axle 13 link.The opposing party Face, coupling sleeve 51,52,53 are formed as being welded in the claw tooth of coupling sleeve 51,52,53 by displacement in the axial direction The releasing orientation of disengaged orientation is in the claw tooth for being welded in idler gear, so that idler gear is from the 4th axle 14, 1 axle 11, the 3rd axle 13 separate.
[speed change pattern structure]
The stage-geared gearbox 1 of embodiment 1 is characterised by, because absorbing key element without speed discrepancies such as fluid couplings Power transmission loss can be reduced, and internal combustion engine ICE is aided in by using motor and reduces ICE shift gear, thus Realize densification (EV shift gear:1-2 gears, ICE shift gear:1-4 is kept off).Below, based on Fig. 3 and Fig. 4 to stage-geared gearbox 1 Speed change pattern structure illustrate.
For the thought of speed change pattern, as shown in figure 3, being less than or equal to regulation vehicle velocity V SP0 starting area in vehicle velocity V SP In domain, stage-geared gearbox 1 absorbs key element without speed discrepancy, therefore carries out electricity merely with motor driving force with " EV patterns " Machine is started to walk.Moreover, in running region, as shown in figure 3, when the driving force of request is larger, driven using by using motor " the parallel HEV mode " that power is aided in engine drive power is come the thought of speed change pattern tackled.That is, with vehicle velocity V SP Rise, ICE shift gear carries out the transformation of shift gear according to (ICE1st →) ICE2nd → ICE3rd → ICE4th, EV speed changes Gear carries out the transformation of shift gear according to EV1st → EV2nd.Thus, the thought based on the speed change pattern shown in Fig. 3 and make use In the speed change corresponding diagram for sending the speed change request switched over to speed change pattern.
The speed change pattern such as Fig. 4 that can be obtained using the stage-geared gearbox 1 with engaging clutch C1, C2, C3 It is shown.In addition, " Lock " in Fig. 4 is denoted as the invalid interlocking pattern of speed change pattern, " EV- " represents the 1st dynamoelectric and power generation The state that machine MG1 does not link with the driving of driving wheel 19, " ICE- " represent the shape that internal combustion engine ICE does not link with the driving of driving wheel 19 State.Moreover, under speed Control, without using whole speed change patterns shown in Fig. 4, it is of course possible to as needed and from these speed changes Selected in pattern.Below, each speed change pattern is illustrated.
When the 2nd engaging clutch C2 is placed in " N " and the 3rd engaging clutch C3 is placed in " N ", according to the 1st engaging clutch C1 position and be changed into following speed change pattern.It is " EV-ICEgen " if the 1st engaging clutch C1 is placed in " Left ", such as It is then " Neutral " that fruit the 1st, which engages clutch C1 to be placed in " N ", is " EV- if the 1st engaging clutch C1 is placed in " Right " ICE3rd”.Here, the speed change pattern of " EV-ICEgen " is to be entered in parking by internal combustion engine ICE using the 1st dynamotor MG1 Selected when the MG1 idle running that row generates electricity generates electricity or when being generated electricity on the basis of MG1 generatings along with the MG2 dual idle running to generate electricity Pattern.The speed change pattern of " Neutral " is generated electricity in parking by internal combustion engine ICE using the 2nd dynamotor MG2 The pattern that MG2 idle running selects when generating electricity.
The 2nd engaging clutch C2 be placed in " N " and the 3rd engaging clutch C3 be placed in " Left " when, according to the 1st engage from Clutch C1 position and be changed into following speed change pattern.It is " EV1st if the 1st engaging clutch C1 is placed in " Left " ICE1st ", it is " EV1st ICE- ", if the 1st engaging clutch C1 is placed in if the 1st engaging clutch C1 is placed in " N " " Right " is then " EV1st ICE3rd ".Here, " EV1st ICE- " speed change pattern is internal combustion engine ICE is stopped and is utilized The pattern of " EV patterns " that the 1st dynamotor MG1 is travelled or while the 2nd dynamotor is utilized by internal combustion engine ICE MG2 is generated electricity, while being carried out the pattern of " the serial HEV mode " of 1 gear EV travelings using the 1st dynamotor MG1.Thus, for example, It has selected based on " in the traveling of EV1st ICE- " " serial HEV mode ", based on slowing down caused by driving force deficiency By the 1st engaging clutch C1 from " N " to " Left " switchings.In this case, to based on " the EV1st that ensure that driving force The traveling transformation of " parallel HEV mode (1 grade) " that ICE1st " speed change pattern is realized.
When the 2nd engaging clutch C2 is placed in " Left " and the 3rd engaging clutch C3 is placed in " Left ", if the 1st engaging It is then " EV1st ICE2nd " that clutch C1 position, which is placed in " N ",.Thus, for example, in selection based on " EV1st ICE- " " string The driving force asked in 1 gear EV travelings of row HEV mode " is higher, so as to which the 2nd engaging clutch C2 be switched to from " N " “Left”.In this case, to based on " " the parallel HEV that EV1st ICE2nd " speed change pattern is realized that ensure that driving force The traveling transformation of pattern ".
The 2nd engaging clutch C2 be placed in " Left " and the 3rd engaging clutch C3 be placed in " N " when, according to the 1st engage from Clutch C1 position and be changed into following speed change pattern.It is if the 1st engaging clutch C1 is placed in " Left " " EV1.5ICE2nd ", it is " EV-ICE2nd " if the 1st engaging clutch C1 is placed in " N ".
When the 2nd engaging clutch C2 is placed in " Left " and the 3rd engaging clutch C3 is placed in " Right ", if the 1st card The position for closing clutch C1 is that " N " is then " EV2nd ICE2nd ".Thus, for example, being based on " EV1st ICE2nd " have selected Speed change pattern " parallel HEV mode " under traveling in, according to raising speed speed change ask and by the 3rd engaging clutch C3 from " Left " is switched to " Right " via " N ".In this case, to based on " the EV2nd ICE2nd " that EV shift gear is set to 2 gears Speed change pattern " parallel HEV mode " traveling transformation.For example, it is based on " EV2nd ICE4th " speed change pattern have selected " parallel HEV mode " traveling in, according to reduction of speed speed change ask and by the 2nd engaging clutch C2 cut from " Right " via " N " It is changed to " Left ".In this case, to based on " EV2nd ICE2nd " the speed change pattern realization that ICE shift gear is set to 2 gears " parallel HEV mode " traveling transformation.
The 2nd engaging clutch C2 be placed in " N " and the 3rd engaging clutch C3 be placed in " Right " when, according to the 1st engage from Clutch C1 position and be changed into following speed change pattern.It is " EV2nd if the 1st engaging clutch C1 is placed in " Left " ICE3rd ' ", it is " EV2nd ICE- ", if the 1st engaging clutch C1 is placed in if the 1st engaging clutch C1 is placed in " N " " Right " is then " EV2nd ICE3rd ".Here, " EV2nd ICE- " speed change pattern is internal combustion engine ICE is stopped and is utilized The pattern of " EV patterns " that the 1st dynamotor MG1 is travelled or while the 2nd dynamotor is utilized by internal combustion engine ICE MG2 is generated electricity, while being carried out the pattern of " the serial HEV mode " of 2 gear EV travelings using the 1st dynamotor MG1.Thus, Such as it have selected based on " in the traveling of " the parallel HEV mode " of EV2nd ICE2nd " speed change pattern, according to raising speed speed change Ask and the 2nd engaging clutch C2 is switched into " N " from " Right ", the 1st engaging clutch C1 is switched to from " N " “Right”.In this case, to based on by ICE shift gear be set to 3 gears " EV2nd ICE3rd " speed change pattern is realized The traveling transformation of " parallel HEV mode ".
When the 2nd engaging clutch C2 is placed in " Right " and the 3rd engaging clutch C3 is placed in " Right ", if the 1st card It is then " EV2nd ICE4th " that conjunction clutch C1 position, which is placed in " N ",.
The 2nd engaging clutch C2 be placed in " Right " and the 3rd engaging clutch C3 be placed in " N " when, according to the 1st engage from Clutch C1 position and be changed into following speed change pattern.It is " EV2.5 if the 1st engaging clutch C1 is placed in " Left " ICE4th ", it is " EV-ICE4th " if the 1st engaging clutch C1 is placed in " N ".
When the 2nd engaging clutch C2 is placed in " Right " and the 3rd engaging clutch C3 is placed in " Left ", if the 1st card The position for closing clutch C1 is that " N " is then " EV1st ICE4th ".
[speed Control processing structure]
Fig. 5 represents the stream handled by the speed Control that the transmission control unit 23 (variable-speed controller) of embodiment 1 performs Journey.Below, the Fig. 5 for an example for representing speed Control processing structure each step is illustrated.Based on from " EV2nd ICE2nd " to " handover request of EV2nd ICE3rd " speed change pattern and start speed Control processing, perform the 2nd engaging The switching speed change that clutch C2 unclamps and engages the 1st engaging clutch C1.
In step sl, if it is judged as when the handover request of speed change pattern be present or in step s 2 no auxiliary Driving output, then reduce and indicate to internal combustion engine ICE output torques, and refer to the rise of the 1st dynamotor MG1 output torques Show, into step S2.
Here, untill ICE torque vanishing, to internal combustion engine ICE output torques reduce indicate, until the 1st engage from Untill clutch C1 engagements finish, zero moment of torsion is maintained.Until the MG1 for being aided in the ICE torque of reduction and compensating driving force is turned round Untill square, raise and indicate to the 1st dynamotor MG1 output torques, untill the 1st engaging clutch C1 engagements finish, dimension Hold higher compensation moment of torsion.
In step s 2, after the output that ICE torque reduces and the rise of MG1 moments of torsion indicates, according to electronic for the 1st Generator MG1 MG1 moments of torsion rise indicates and judges whether the output of auxiliary driving force.(it is defeated to there is process auxiliary drive in YES Go out) in the case of enter step S3, returned in the case of NO (no process auxiliary drive output) to step S1.
Here, judged by the time management of timer to carry out the presence or absence of process auxiliary drive output, timer periods are set For the regulation untill the state that jaw clutch is gone off from jaw clutch open command moment t1 (Figure 10) when Between.The specific stipulated time is set to after jaw clutch open command, until parallel with the beginning of the disconnection action of reality Ground reaches that moment of torsion decline → spring is drawn high and applying breakaway → moment of torsion reduces and engage the time untill the state disconnected, example Such as, timer periods are determined according to lot of experimental data.
In step s3, it is judged as having process auxiliary drive output in step s 2 or is judged as the 2nd card in step s 4 Close clutch C2 release do not finish after, then unclamped to the 2nd engaging clutch C2 outputs and indicate and enter step S4.
Here, the release to the 2nd engaging clutch C2 indicates, is to instigate the 2nd engaging clutch C2 location of instruction from connecing Close the instruction that position marches to released position.That is, using to the 2nd electric actuator 32 apply electric current position servo control portion, The position of the 2nd engaging clutch C2 coupling sleeve 52 is become from bonding station and turn to arrival released position.
In step s 4, after C2 in step s3 unclamps the output of instruction, then judge the 2nd engaging clutch C2's Whether release finishes.Enter step S5 in the case of YES (C2 unclamp finishes), in the case of NO (C2 releases do not finish) to Step S3 is returned.
Here, released position is reached according to the sleeve portion signal from the 2nd sleeve portion sensor 82 and is judged as the 2nd Engaging clutch C2 release finishes.
In step s 5, it is judged as that C2 unclamps in step s 4 and finishes or be judged as in step s 8 that C1 rotations are non-same After walking or being judged as that C1 engagements do not finish in step slo, then sets target MG2 rotating speeds, and enter step S6.
Here, so-called " target MG2 rotating speeds ", refer to cause to unclamp and after speed change under the speed change pattern before speed change The 1st engaging clutch C1 engaged under speed change pattern is formed as rotating the 2nd dynamotor MG2 of synchronous regime target motor Rotating speed.That is, " target MG2 rotating speeds " is comparable to for making the 1st engaging clutch C1 actual differential speed reach target differential speed The synchronous motor speed for judging rotating speed.In addition, " synchronous to judge rotating speed " is not set as judging fully rotating synchronous zero-turn Speed, and be set to be avoided that the collision of tooth because of caused by crest top land mutual contact and the 1st engaging clutch C1 can be realized Smoothly engage joint action differential speed.
Utilize the transmission output speed (ω of stage-geared gearbox 1O) and it is defeated from MG2 rotary shafts to speed changer Gear ratio (the G of shaftL) and the sets target MG2 rotating speeds (ω based on following formula (1)T)。
ωT=GL·ωO…(1)
(1) " gear ratio (G from MG2 rotary shafts to transmission output shaft in formulaL) ", it is from the 1st engaging clutch C1 It is placed in " Right " and is changed into " MG2 rotary shafts (the=the 6 axle 16) during EV2nd ICE3rd " to transmission output shaft (the=the 3 axle 13) resultant gear retio.That is, it is set to be based on (=MG2 the rotary shafts) → gear the 114 → the 4th of the 15th gear the 115 → the 14th of the 6th axle 16 (=speed changer exports the axle 13 of the clutch C1 of axle 14 → the 1st → the 12nd the 112 → the 2nd the 102 → the 6th gear of gear of gear the 106 → the 3rd Axle) path gear ratio.In addition, " transmission output speed (the ω in (1) formulaO) " it is disposed on the end of the 3rd axle 13 The output valve of the transmission output speed sensor 73 of position.That is, by the use of be used as before and after speed change it is unchanged value (=speed Quite value) transmission output speed (ωO) and be envisioned for the gear ratio after the speed change of C1 engagements (=rotation synchronous) (GL), " the target MG2 rotating speeds " for being formed as rotating synchronous regime to the 1st engaging clutch C1 for making to engage converts. In addition, it is judged as that speed change is followed by according to the sleeve portion sensor values from the 1st sleeve portion sensor 81 for released position The 1st engaging clutch C1 closed unclamps.
In step s 6, after the setting of target MG2 rotating speeds in step s 5, then it is set in the 2nd dynamoelectric and power generation Machine MG2 carries out the FB gains Kp of the used proportional element and FB gain Ki of integral element during rotating speed FB controls, and enters step Rapid S7.
Here, when setting FB gain Kp, Ki, to the 2nd dynamotor MG2 real electrical machinery rotating speed (ωR) and step The target MG2 rotating speeds (ω set in S5T) differential speed absolute value | ε |=| (ωR)-(ωT) | calculated.Real electrical machinery turns Speed (ωR) be disposed on the 2nd dynamotor MG2 the 2nd motor shaft (the=the 6 axle 16) MG2 speed probes 76 output Value.
Moreover, determined using the FB gain characteristics shown in Fig. 6 or Fig. 7.That is, in differential speed absolute value | ε | exceed | ε 1 | Region in, be set to based on rotating speed FB control stability limit steady state value FB gains Kp, Ki.In differential speed absolute value | ε | it is small In | ε 1 | region in, with differential speed absolute value | ε | reduction proportionally make FB gains Kp, Ki reduction.
But in the case of using Fig. 6 characteristic, if being reduced to differential speed absolute value | ε |=0, FB gain Kp, Ki is also reduced to zero.On the other hand, in the case of using Fig. 7 characteristic, if differential speed absolute value | ε | be reduced to | ε 2 |, Then exist | ε 2 | extremely | ε | maintained in=0 region | ε 2 | when less FB gains Kp, Ki value.In addition, passed using MG2 rotating speeds Sensor 76 is to real electrical machinery rotating speed (ωR) detected.
In the step s 7, after the setting of FB gains in step s 6, turning for the 2nd dynamotor MG2 is then implemented Fast FB controls, and enter step S8.
Here, the 2nd dynamotor MG2 rotating speed FB controls, the real electrical machinery for causing the 2nd dynamotor MG2 is referred to Rotating speed (ωR) converge to the target MG2 rotating speeds (ω set in step S5T) control.
Also, the Motor torque command value for the 2nd dynamotor MG2 is set to by following formula (2) and what is obtained Motor torque (TM), thus control is real electrical machinery rotating speed (ωR) and target motor rotating speed (ωT) consistent.
TM={ (Kps-Ki)/s } × (ωT- ωR)…(2)
In addition, " s " in above-mentioned formula (2) is differential operator.When carrying out the 2nd dynamotor MG2 rotating speed FB controls, FB gains Kp, Ki use the value set in step S6.Moreover, Motor torque (the T obtained by being calculated using formula (2)M) it is " FB Moment of torsion ".
In step s 8, in the step s 7 MG2 rotating speeds FB control after, then judged whether to the 1st engage from Clutch C1 rotation synchronously judges.Enter step S9 in the case of YES (C1 rotations are synchronous), NO's (C1 rotations are asynchronous) In the case of to step S5 return.
Here, C1 rotations are synchronous judges it is to differential speed absolute value | ε | judge rotating speed less than as the synchronous of decision threshold State whether continue for Time constant and judged.
In step s 9, it is judged as in step s 8 after C1 rotation synchronizations, then the 1st engaging clutch C1 outputs is connect Instruction is closed, and enters step S10.
Here, the engagement for the 1st engaging clutch C1 indicates, be instigate the 1st engaging clutch C1 location of instruction from Released position marches to the instruction of bonding station.That is, the position servo control for applying electric current to the 1st electric actuator 31 is utilized Portion, the position of the 1st engaging clutch C1 coupling sleeve 51 is become from released position and turn to arrival bonding station.
In step slo, after C1 engagement instructions in step s 9, then judge the 1st engage clutch C1 based on Whether the engagement of engagement engagement finishes.Enter step S11 in the case of YES (C1 engagements finish), (C1 engagements are not complete in NO Finish) in the case of to step S5 return.
Here, the judgement that the 1st engaging clutch C1 engagement finishes is according to the set from the 1st sleeve portion sensor 84 Cylinder position signalling reaches the situation of bonding station and judged.
In step s 11, after being judged as that C1 engagements finish in step slo, then make the 2nd dynamotor MG2's Rotating speed FB controls stop, and change to moment of torsion control, and enter end step.
Here, the 2nd dynamotor MG2 control model is made from rotating speed because the 1st clutch C1 synchronous engagement finishes FB controls revert to the moment of torsion control based on original MG2 moments of torsion.Moreover, internal combustion engine ICE ICE torque raises from zero moment of torsion, 1st dynamotor MG1 MG1 moments of torsion ensure that moment of torsion reduces from driving force, and cause the total of ICE torque and MG1 moments of torsion Moment of torsion is consistent with request driving force.
Below, effect is illustrated.
The effect of the speed-change control device of the motor vehicle driven by mixed power of embodiment 1 is divided into " speed Control processing effect ", " become Fast control action ", " characteristic action of speed Control " illustrate.
[speed Control processing effect]
Below, based on the flow chart shown in Fig. 5 to from " EV2nd ICE2nd " switch speed change mould to " " EV2nd ICE3rd " Speed Control processing effect during formula illustrates.
If there is from " EV2nd ICE2nd " speed change pattern is to " switching of EV2nd ICE3rd " speed change pattern please Ask, then advance in a flow chart in figure 5 according to step S1 → step S2.It is judged as no process auxiliary drive output in step S2 During, the flow advanced according to step S1 → step S2 is performed repeatedly, in step sl, is dropped to internal combustion engine ICE output torques Low instruction, and raise and indicate to the 1st dynamotor MG1 output torques.
If moreover, it is judged as process auxiliary drive output being present in step s 2, from step S2 according to step S3 → step S4 and advance.During being judged as that C2 unclamps and do not finished in step S4, perform repeatedly according to step S3 → step S4 and preceding The flow entered, in step s3, instruction is unclamped to the 2nd engaging clutch C2 outputs.
If moreover, be judged as in step s 4 C2 unclamp finish, by the 2nd dynamotor MG2 control model from Moment of torsion control controls to rotating speed FB to be switched, and is advanced according to step S5 → step S6 → step S7 → step S8.In step S8 In be judged as that C1 rotates asynchronous period, perform according to step S5 → step S6 → step S7 → step S8 and advance repeatedly Flow.In step S5 in the flow, sets target MG2 rotating speeds, in step s 6, FB is set according to differential speed absolute value Gain Kp, Ki, in the step s 7, implement the 2nd dynamotor MG2 rotating speed FB controls.
It is if preceding according to step S9 → step S10 from step S8 moreover, be determined as that C1 rotations are synchronous in step s 8 Enter.During being judged as that C1 engagements do not finish in step slo, perform repeatedly according to step S5 → step S6 → step S7 → step Rapid S8 → step S9 → step S10 and the flow advanced, in step s 9, to the 1st engaging clutch C1 output engagement instructions.This Outside, in the case of being judged as that C1 rotations are asynchronous in the step S8 of the midway of the flow, according to step S5 → step S6 → step Rapid S7 → step S8 and advance.That is, untill the engagement for being judged as the 1st engaging clutch C1 finishes, based in step S5 The setting of target MG2 rotating speeds and the setting of FB gain Kp, Ki corresponding with differential speed absolute value in step S6, in step In S7, implement the 2nd dynamotor MG2 rotating speed FB controls.
If moreover, being judged as that C1 engagements finish in step slo, advance from step S10 to step S11, in step In S11, control the 2nd dynamotor MG2 rotating speed FB and stop, and be changed into moment of torsion control.
[speed Control effect]
Below, based on Fig. 8~Figure 10 to from " EV2nd ICE2nd " speed change pattern is to " EV2nd ICE3rd " speed change The speed Control effect of one example of the speed change of pattern switching illustrates.
First, based on Fig. 8 to have selected " the MG1 of the stage-geared gearbox 1 during EV2nd ICE2nd " speed change pattern The flowing of moment of torsion and ICE torque illustrates.
" under EV2nd ICE2nd " speed change pattern, the 1st engaging clutch C1 be in " N " position, and the 2nd engages clutch C2 is in " Left " position, and the 3rd engaging clutch C3 is in " Right " position.Therefore, MG1 moments of torsion are from the 1st dynamotor MG1 is to the 116 → differential of gear of the 2nd the 12 → the 4th the 104 → the 9th the 109 → the 3rd the 13 → the 7th gear of axle of gear of gear of axle the 107 → the 16th 17 → drive shaft of gear, 18 → driving wheel 19 flows.
On the other hand, ICE torque is from internal combustion engine ICE to the axle 13 of the 1st the 11 → the 3rd the 103 → the 8th gear of gear of axle the 108 → the 3rd 18 → the driving wheel of gear 116 → differential gear, 17 → drive shaft 19 of → the 7 gear the 107 → the 16th flows.
Below, based on Fig. 9 to have selected " the MG1 of the stage-geared gearbox 1 during EV2nd ICE3rd " speed change pattern The flowing of moment of torsion and ICE torque illustrates.
" under EV2nd ICE3rd " speed change pattern, the 1st engaging clutch C1 is in " Right " position, the 2nd engage from Clutch C2 is in " N " position, and the 3rd engaging clutch C3 is in " Right " position.Therefore, identically with Fig. 8, MG1 moments of torsion are from 1 dynamotor MG1 is to the tooth of the 2nd the 12 → the 4th the 104 → the 9th the 109 → the 3rd the 13 → the 7th gear of axle of gear of gear of axle the 107 → the 16th 18 → driving wheel of wheel 116 → differential gear, 17 → drive shaft 19 flows.
On the other hand, ICE torque is from internal combustion engine ICE to the axle of the 1st the 11 → the 1st the 101 → the 11st gear of gear of axle the 111 → the 4th The gear 107 of 14 → the 12nd the 112 → the 2nd the 102 → the 6th the 106 → the 3rd axle of gear of gear of gear the 13 → the 7th flows.Also, from the 7th tooth Wheel 107 flows to the 16th 18 → driving wheel of gear 116 → differential gear, 17 → drive shaft 19.
As described above, the 2nd engaging clutch C2 is unclamped from " Left " position to " N " position and make the 1st engaging clutch C1 is achieved in from " EV2nd ICE2nd " are to " EV2nd ICE3rd " speed change mould from " N " position to " Right " engagement position The switching of formula.Below, based on Figure 10 to from " EV2nd ICE2nd " to " EV2nd ICE3rd " speed change pattern switching act on into Row explanation.
In Fig. 10, moment t1 is the handover request moment of speed change pattern.Moment t2 is the 2nd engaging clutch C2 instruction Change the moment in position.Moment t3 is the 2nd engaging clutch C2 release start time.Moment t4 is the 2nd engaging clutch C2 Release finishes the moment.Moment t5 is the 1st engaging clutch C1 location of instruction change moment.Moment t6 is the 1st engaging clutch C1 engagement start time.The engagement that moment t7 is the 1st engaging clutch C1 finishes the moment.Moment t8 is the switching of speed change pattern Finish the moment.In addition, the response lag that moment t2~moment t3 is the 2nd engaging clutch C2 is lost time, moment t5~moment The response lag that t6 is the 1st engaging clutch C1 is lost time.
If moment t1 exist from " EV2nd ICE2nd " to " handover request of EV2nd ICE3rd " speed change pattern, Then ICE torque starts to raise from the 1st dynamotor MG1 since internal combustion engine ICE reductions and MG1 moments of torsion.If moreover, Moment t2MG1 moment of torsion is changed into positive-torque from negative torque and is changed into process auxiliary drive output, then for the 2nd engaging clutch C2 finger Position is made to switch to release from engagement (left side).Moreover, the coupling sleeve 52 that clutch C2 is engaged in moment t3 the 2nd starts to initiate from The stroke of bonding station, the coupling sleeve 52 that clutch C2 is engaged in moment t4 the 2nd reach released position.
That is, the 2nd engaging clutch C2 release section will be set to during moment t2~moment t4, in the release section At the time of t3~moment t4 section, the small variation of G characteristics before and after discovery.Moreover, using moment t4 as border, by the 2nd electricity Dynamic generator MG2 control model controls switching from moment of torsion control to rotating speed FB.
When the 2nd engaging clutch C2 release finishes moment t4, as shown in rotary speed property (Rev), real electrical machinery rotating speed (=MG2 characteristics) significantly deviate with the differential speed (=C1 input and output differential speed) of target motor rotating speed (=Target rev), The 1st engaging clutch C1 engagement travel can not be started.Thus, in from moment t4 to moment t5 section, implementation utilizes root According to differential speed absolute value | ε | and FB gains Kp, the Ki set the 2nd dynamotor MG2 rotating speed FB controls.In rotating speed FB In control, the negative Motor torque for suppressing real electrical machinery rotating speed is instructed into output, so as to which real electrical machinery rotating speed (=MG2 characteristics) drops It is low, based on slow increase rate close to target motor rotating speed (=Target rev), with from moment t4 to moment t5's The process of time, the deviation oscillation of differential speed reduce.If moreover, being judged as that C1 rotates synchronous regime in moment t5, it is directed to 1st engages the clutch C1 location of instruction and switches to engagement (right side) from release.Moreover, engage clutch C1 in moment t5 the 1st Coupling sleeve 51 start to initiate from the stroke of N positions, clutch C1 claw tooth 51b, 57b top are engaged in moment t6 the 1st Face abuts and starts to engage.Also, engage the clutch C1 end engagement engagement stroke of coupling sleeve 51 in moment t7 the 1st and arrive Position is finished up to engagement.
That is, moment t4~moment t7 section is set to implement to turn from larger FB gains to less FB change in gain 2nd dynamotor MG2 of fast FB controls rotating speed FB control intervals.Moreover, the 1st will be set to during moment t5~moment t7 Engage clutch C1 engagement section, G characteristics before and after being found in the engagement section, moment t6~moment t7 section Small variation.Moreover, using moment t7 as border, the 2nd dynamotor MG2 control model is controlled to moment of torsion from rotating speed FB Control switching.
If the engagement for reaching the 1st engaging clutch C1 finishes moment t7 and the 2nd dynamotor MG2 reverts to moment of torsion Control, then the 2nd dynamotor MG2 MG2 moments of torsion are caused to revert to zero.In addition, in Fig. 10, MG2 moments of torsion is reverted to zero, But it can also be generated electricity according to operating condition or enter action edge and run.Moreover, internal combustion engine ICE ICE torque raises from zero moment of torsion, 1st dynamotor MG1 MG1 moments of torsion ensure that moment of torsion reduces from driving force, and speed change pattern switches in ICE torque and MG1 torsions T8 is finished at the time of total moment of torsion of square is consistent with request driving force.
[characteristic action of speed Control]
In embodiment 1, it is formed as structure, i.e. to the shift gear for making the 1st engaging clutch C1 engagement engagement Implement the 1st dynamotor MG1 rotating speed FB controls when speed change is asked, now, if starting the 1st engaging clutch C1 engagement Engagement, the then effect of the rotating speed FB controls before engagement engagement starts reduce.
That is, by implementing rotating speed FB controls, if the 1st engaging clutch C1 differential speed is in the synchronous model for judging rotating speed In enclosing, then by engagement instruction output.Based on engagement instruction the 1st engaging clutch C1 coupling sleeve 51 is engaged in engagement Start to advance on direction, relative claw tooth 51b, 57b starts engagement engagement in the half-way of stroke.If the 1st engage from Clutch C1 enters engagement engagement state, then the 1st engaging clutch C1 actual differential speed vanishing, as long as the 1st engaging clutch C1 maintains engagement engagement state, then can continue to occur as the rotating speed deviation of actual differential speed and the synchronous difference for judging rotating speed.And And if persistently there is rotating speed deviation in the 1st engaging clutch C1, controlled by rotating speed FB and to engage clutch by the 1st C1 actual differential speed (zero-turn speed) is improved higher FB moments of torsion to the mode of the synchronous judgement rotating speed as target differential speed Output.Especially by rotating speed FB control in FB integration controls, if remaining rotating speed deviation, each controlling cycle it is inclined Residual quantity is accumulated and causes FB moments of torsion process after the 1st engaging clutch C1 enters engagement state over time and increase.That is, If the 1st engaging clutch C1 enters engagement state, FB moments of torsion are changed into high torque in a short time.
If engaged however, the 1st engaging clutch C1 starts to engage, compared with before engagement engagement starts, rotating speed FB The effect of control reduces.Therefore, even if the 1st engaging clutch C1 enters engagement engagement state and rotating speed deviation persistently occurs, Can be controlled by rotating speed FB suppresses relatively low by the output of FB moments of torsion.
As a result, the switching of the speed change pattern of the 1st engaging clutch C1 engagement engagements is made based on synchronous judge of rotation When, it can mitigate because being controlled by rotating speed FB and the impact of the vehicle caused by the FB moments of torsion exported.
In embodiment 1, it is formed as structure, i.e. if the 1st engaging clutch C1 starts engagement engagement, with nibbling Splice grafting compares FB gains Kp, the Ki reduced used in rotating speed FB controls before closing.
That is, the FB moments of torsion for controlling to export by rotating speed FB, it is and by obtained by FB gains Kp, Ki and the multiplication of rotating speed deviation It is worth corresponding moment of torsion, therefore even if persistently there is the rotating speed deviation of one, if FB gains Kp, Ki of another one are less Value, then FB moments of torsion also reduce.If reducing FB gain Kp, Ki because starting the 1st engaging clutch C1 engagement engagement, from the Timing before 1 engaging clutch C1 relative claw tooth 51b, 57b contact, which rises, reduces FB gain Kp, Ki, has following Advantage.
First, reduce FB gain Kp, Ki because of the beginning of the 1st engaging clutch C1 engagement engagement, without for The high-precision engagement detected to the 1st engaging clutch C1 relative claw tooth 51b, 57b moments physically contacted with Judging unit (sensor).
Second, in relative claw tooth 51b, 57b contact relative to the 1st engaging clutch C1 and FB gains Kp, Ki In the case of the change hysteresis of effect, the generation of impact can not be avoided.However, engaged by the 1st engaging clutch C1 engagement Start and reduce FB gain Kp, Ki, so as to have the time more than needed in advance avoid the generation of impact.
In embodiment 1, it is formed as structure, i.e. if the 2nd dynamotor MG2 rotating speed FB controls start, Untill the engagement engagement for being judged as the 1st engaging clutch C1 finishes, implementation uses differential speed absolute value | ε | it is smaller, and set For FB gains Kp, Ki of smaller value rotating speed FB controls.
That is, after the 2nd dynamotor MG2 rotating speed FB controls start, if the 1st engaging clutch C1 enters engagement Engagement state, then differential speed absolute value | ε | vanishing, FB gains Kp, the Ki used in rotating speed FB controls be changed into comprising zero Interior minimum value (Fig. 6, Fig. 7).Moreover, untill the engagement engagement for being judged as the 1st engaging clutch C1 finishes, it is lasting to implement Rotating speed FB controls comprising the minimum value including zero.Therefore, it is possible to reliably mitigate because being turned by the 2nd dynamotor MG2 The impact for the vehicle caused by FB moments of torsion that fast FB is controlled and exported.
In embodiment 1, it is formed as structure, i.e. in Fig. 5 step S6, in differential speed absolute value | ε | exceed | ε 1 | region when, be set to the yield value in rotating speed FB controls stability boundaris region.If moreover, differential speed absolute value | ε | be less than or Be equal to | ε 1 |, then according to differential speed absolute value | ε | reduction and reduce the characteristic of yield value to set FB gains Kp, Ki.
That is, in differential speed absolute value | ε | exceed | ε 1 | region in, FB gains are set to rotating speed FB controls stability boundaris area The yield value in domain, thus without the stability that rotating speed FB is controlled is damaged the 1st engaging clutch C1 differential speed is responded Reduce well to convergence direction.On the other hand, if differential speed absolute value | ε | enter be less than or equal to | ε 1 | region, By being set to differential speed absolute value | ε | reduction and the yield value that is gradually reduced, suppressing the caused situation of FB moments of torsion The lower engagement engagement for starting the 1st engaging clutch C1.
Realize that the 1st engaging clutch C1 rotation sync response ensures and because of FB moments of torsion institute therefore, it is possible to take into account The mitigation of the impact of caused vehicle.
Below, effect is illustrated.
In the speed-change control device of the motor vehicle driven by mixed power of embodiment 1, following effects enumerated can be obtained.
(1) from power source (internal combustion engine ICE, the 1st dynamotor MG1, the 2nd dynamotor MG2) to driving wheel 19 Drive system in be equipped with the speed changer (stage-geared gearbox 1) that can realize multiple shift gear (speed change pattern).Speed changer (stage-geared gearbox 1) has to be made according to engaging clutch C1, C2, C3 for initiating from the stroke of released position and engaging engagement For the speed change key element switched over to shift gear.In the vehicle (motor vehicle driven by mixed power),
When the speed change to the shift gear for making engaging clutch (the 1st engaging clutch C1) engagement engagement is asked, for Engage the motor (the 2nd dynamotor MG2) of clutch (the 1st engaging clutch C1) connection and implement rotating speed FB controls.If It is equipped with following variable-speed controller (transmission control unit 23, Fig. 5), i.e. if engaging clutch (the 1st engaging clutch C1) Differential speed is in the range of synchronous judgement rotating speed, then is referred to engaging clutch (the 1st engaging clutch C1) output engagement engagement Show.
Implement the rotating speed of motor (the 2nd dynamotor MG2) in variable-speed controller (transmission control unit 23, Fig. 5) When FB is controlled, if starting to engage clutch (the 1st engaging clutch C1) engagement engagement, subtract compared with engagement engagement starts The effect of small rotating speed FB controls.
Therefore, the speed change of engaging clutch (the 1st engaging clutch C1) engagement engagement is made based on synchronous judge of rotation When (during the switching of the speed change pattern of stage-geared gearbox 1), can mitigate because controlling the FB moments of torsion to export by rotating speed FB The impact of caused vehicle.
(2) for variable-speed controller (transmission control unit 23, Fig. 5), if engaging clutch (the 1st engage from Clutch C1) engagement engagement start, then increase the FB that uses in the rotating speed FB controls of motor (the 2nd dynamotor MG2) Beneficial Kp, Ki are small before being engaged than engagement.
Therefore, on the basis of the effect of (1), without high-precision engagement judging unit (sensor), if engagement connects Run jointly and begin then to reduce FB gain Kp, Ki, so as to avoid because FB gains Kp, Ki effect change hysteresis and produce impact.
(3) variable-speed controller (transmission control unit 23, Fig. 5) has following 1FB gain setting units (step S6), That is, equivalent to engaging clutch (the 1st engaging clutch C1) the synchronous target motor rotating speed (ω for judging rotating speedT), with it is electronic Real electrical machinery rotating speed (the ω of machine (the 2nd dynamotor MG2)R) differential speed absolute value | ε | it is smaller, then by FB gains Kp, Ki It is set as smaller value.
If the rotating speed FB controls of motor (the 2nd dynamotor MG2) start, until being judged as engaging clutch Untill the engagement engagement of (the 1st engaging clutch C1) finishes, implement using the FB set by 1FB gain setting units (step S6) Gain Kp, Ki rotating speed FB controls.
Therefore, on the basis of the effect of (2), controlled by the rotating speed FB of motor (the 2nd dynamotor MG2) and energy Enough impacts for reliably mitigating the vehicle caused by the FB moments of torsion of output.
(4) 1FB gain setting units (step S6) are in differential speed absolute value | ε | more than setting | ε 1 | region when be set to The yield value in rotating speed FB control stability boundaris region.If differential speed absolute value | ε | less than or equal to setting | and ε 1 |, basis With differential speed absolute value | ε 1 | reduction and reduce the characteristic (Fig. 6, Fig. 7) of yield value to set FB gains Kp, Ki.
Therefore, on the basis of the effect of (3), the rotation for realizing engaging clutch (the 1st engaging clutch C1) can be taken into account Turn sync response ensure and the mitigation of the impact of vehicle caused by FB moments of torsion.
Embodiment 2
Embodiment 2 is following example, i.e. if the 1st engaging clutch C1 engagement engagement starts, is made based on the 2nd electricity Dynamic generator MG2 rotating speed FB controls stop.
In addition, " overall system structure ", " speed change control on the speed-change control device of the motor vehicle driven by mixed power of embodiment 2 System architecture processed ", " speed change pattern structure ", it is identical with the structure shown in Fig. 1~Fig. 4 of embodiment 1, therefore will illustrate and say Bright omission.Below, " the speed Control processing structure " of embodiment 2 is illustrated based on Figure 11.
[speed Control processing structure]
Figure 11 represents the flow (speed Control that the speed Control performed by the transmission control unit 23 of embodiment 2 is handled Unit).Below, the Figure 11 for an example for representing speed Control processing structure each step is illustrated.In addition, step S21~step S25 and step S27~step S29 each step are to carry out the step S1~step S5 and step S7 with Fig. 5 The step of~step S9 identicals processing, therefore explanation is omitted.
In step S26, after the setting of target MG2 rotating speeds in step s 25, then it is set in the 2nd electronic hair Motor MG2 carries out the FB gains Kp of the used proportional element and FB gain Ki of integral element during rotating speed FB controls, and enters Step S27.
Here, when setting FB gain Kp, Ki, regardless of differential speed absolute value | ε | size, be all set to be based on rotating speed FB gains Kp, Ki of the steady state value in FB control stability boundaris region.
In step s 30, after the C1 engagement instructions in step S29, the 2nd dynamotor MG2 rotating speed is then made FB controls stop, and change to moment of torsion control, and enter step S31.
Thus, lasting instruction causes the 2nd dynamotor MG2 at the final moment to implementing rotating speed FB controls instruction to turn round Square continues.But in the case where vehicle accelerates or slows down, target motor rotating speed changes according to speed.Therefore, will be directed to 2nd dynamotor MG2 indication torque, it is set as the 2nd dynamotor MG2 at the final moment to implementing rotating speed FB controls Indication torque add be used for realize target motor rotating speed variable quantity moment of torsion obtained by value.
That is, will be used to realize the Motor torque (T calculated based on following formula (3)M) Motor torque command value output.
TM=Jmd ωT…(3)
In addition, " Jm " in above-mentioned formula (3) is the input unit from the 2nd dynamotor MG2 to the 1st engaging clutches C1 Inertia, " d ωT" it is the target MG2 rotating speeds (ω set in step s 25T) differential value.
In step S31, after the moment of torsion control transformation into step S30, then judge the 1st engaging clutch C1's Whether the engagement based on engagement engagement finishes.Enter end step in the case of YES (C1 engagements finish), (C1 is engaged in NO Do not finish) in the case of perform step S31 judgement repeatedly.
Below, effect is illustrated.
The effect of the speed-change control device of the motor vehicle driven by mixed power of embodiment 2 is divided into " speed Control processing effect ", " become Fast control action ", " characteristic action of speed Control " illustrate.
[speed Control processing effect]
Below, based on the flow chart shown in Figure 11, to from " EV2nd ICE2nd " are to " EV2nd ICE3rd " switch speed change Speed Control processing effect during pattern illustrates.In addition, processing effect and reality untill step S21~step S24 It is identical to apply example 1, therefore explanation is omitted.
Finished if being judged as that C2 unclamps in step s 24, by the 2nd dynamotor MG2 control model from moment of torsion Control to control to rotating speed FB and switch, advance according to step S25 → step S26 → step S27 → step S28.In step S28 In be judged as that C1 rotates asynchronous period, perform repeatedly according to step S25 → step S26 → step S27 → step S28 and preceding The flow entered.In the step S25 of the flow, target MG2 rotating speeds are set, in step S26, are set as based on constant FB gain Kp, Ki of value, in step s 27, implement the 2nd dynamotor MG2 rotating speed FB controls.
If moreover, it is judged as that C1 rotations are synchronous in step S28, from step S28 according to step S29 → step S30 → step S31 and advance.In the step S29 of the flow, to the 1st engaging clutch C1 output engagement instructions, in step S30 In, make the 2nd dynamotor MG2 rotating speed FB control stop, being changed into moment of torsion control, judge in step S31 the 1st engage from Whether clutch C1 engagement finishes.If moreover, it is judged as that C1 engagements finish in step S31, into end step.
[speed Control effect]
From " EV2nd ICE2nd " are to " switching of EV2nd ICE3rd " speed change pattern is same as Example 1, passes through Make the 2nd engaging clutch C2 is unclamped from " Left " position to " N " position and make the 1st engage clutch C1 from " N " position to " Right " engagement position and realize.Below, based on Figure 12 to embodiment 2 from " EV2nd ICE2nd " are to " EV2nd ICE3rd " speed change pattern switching effect illustrates.
In fig. 12, moment t1 is the handover request moment of speed change pattern.Moment t2 is the 2nd engaging clutch C2 instruction Change the moment in position.Moment t3 is the 2nd engaging clutch C2 release start time.Moment t4 is the 2nd engaging clutch C2 Release finishes the moment.Moment t5 is the 1st engaging clutch C1 location of instruction change moment.Moment t6 is the 1st engaging clutch C1 engagement start time.The engagement that moment t7 is the 1st engaging clutch C1 finishes the moment.Moment t8 is the switching of speed change pattern Finish the moment.In addition, the response lag that moment t2~moment t3 is the 2nd engaging clutch C2 is lost time, moment t5~moment The response lag that t6 is the 1st engaging clutch C1 is lost time.In addition, untill moment t1~moment t4, the reality with Figure 10 It is identical to apply example 1, therefore explanation is omitted.
When the 2nd engaging clutch C2 release finishes moment t4, as shown in rotary speed property (Rev), real electrical machinery rotating speed (=MG2 characteristics) and the differential speed (=C1 input and output differential speed) of target motor rotating speed (=Target rev) significantly deviate, The 1st engaging clutch C1 engagement travel can not be started.Thus, from moment t4, to moment t5 section, no matter differential speed is exhausted To value how, all implement using be set as steady state value FB gains Kp, Ki the 2nd dynamotor MG2 rotating speed FB control. In rotating speed FB controls, the negative Motor torque for suppressing real electrical machinery rotating speed is instructed into output, so that real electrical machinery rotating speed (= MG2 characteristics) reduce, close to the target motor rotating speed (=Target rev) based on gentle increase rate, with from moment t4 To the process of moment t5 time, the deviation oscillation of differential speed reduces.If moreover, it is judged as that C1 rotates synchronous shape in moment t5 State, then switch to engagement (right side) from release for the 1st engaging clutch C1 location of instruction.
That is, moment t4~moment t5 section is set to implement to the 2nd electricity of the rotating speed FB controls based on larger FB gains Dynamic generator MG2 rotating speed FB control intervals.Moreover, using moment t5 as border, by the 2nd dynamotor MG2 control model Control to moment of torsion control and switch from rotating speed FB.If in addition, reach to moment of torsion control switch at the time of t5, tend to moment t8 and The 2nd dynamotor MG2 MG2 moments of torsion are made to revert to zero.In addition, in fig. 12, MG2 moments of torsion is reverted to zero, but can also Generated electricity according to operating condition or enter action edge and run.
1st engaging clutch C1 coupling sleeve 51 starts to initiate from the stroke of N positions, the 1st engaging clutch in moment t5 Device C1 claw tooth 51b, 57b top surface abut in moment t6 and start engagement engagement.Also, the 1st engaging clutch C1 connection Female connector cylinder 51 terminates engagement engagement stroke in moment t7 and reaches engagement and finish position.If reach the 1st engaging clutch C1's Engagement finishes moment t7, then internal combustion engine ICE ICE torque raises from zero moment of torsion, and the 1st dynamotor MG1 MG1 moments of torsion are from drive Motivational guarantee moment of torsion reduces.Moreover, t8 makes at the time of total moment of torsion of ICE torque and MG1 moments of torsion is consistent with request driving force The switching of speed change pattern finishes.That is, it will be set to the 1st engaging clutch C1's based on moment of torsion control between moment t5~moment t7 Section is engaged, the small variation of G characteristics before and after in the engagement section, moment t6~moment t7 section is found.
[characteristic action of speed Control]
In example 2, it is formed as structure, i.e. if the 1st engaging clutch C1 engagement engagement starts, make 2nd dynamotor MG2 rotating speed FB controls stop.
That is, if the 1st engaging clutch C1 engagement engagement starts, control the 2nd dynamotor MG2 rotating speed FB Stop, thus without FB moment of torsion of the generation based on rotating speed FB controls.Therefore, it is possible to prevent from producing rushing for vehicle because of FB moments of torsion Hit.
In example 2, it is formed as structure, i.e. if the 2nd dynamotor MG2 rotating speed FB controls start, Untill the 1st engaging clutch C1 engagement engagement starts, implement using the value based on rotating speed FB control stability boundaris region FB gains Kp, Ki rotating speed FB control.
That is, untill the 1st engaging clutch C1 engagement engagement starts, implement to use the FB gains based on high value Kp, Ki rotating speed FB controls, thus, it is possible to respond well so that the 1st engaging clutch C1 difference rotation converges on synchronous judgement In the range of rotating speed.
In example 2, it is formed as structure, i.e. engagement engagement instruction is being outputed to the 1st engaging clutch C1 When, it is considered as the 1st engaging clutch C1 and starts engagement engagement.
That is, when outputing engagement engagement instruction to the 1st engaging clutch C1, it is considered as and starts the 1st engaging clutch C1's Engagement is engaged, stops rotating speed FB controls, so as to have the advantages of following.
First, stop rotating speed FB controls if engagement instruction is engaged in output, without for the 1st engaging clutch The high-precision engagement judging unit (sensing that the moment that device C1 relative claw tooth 51b, 57b is physically contacted with is detected Device).
Second, contacted and the stopping of rotating speed FB controls in relative claw tooth 51b, 57b for the 1st engaging clutch C1 In the case of hysteresis, the generation of impact can not be avoided.However, stop rotating speed FB controls if engagement is engaged into instruction output Only, so as in advance have Slack Time avoid producing impact because of FB moments of torsion.
In addition, other effects are same as Example 1, therefore explanation is omitted.
Below, effect is illustrated.
In the speed-change control device of the motor vehicle driven by mixed power of embodiment 2, following effects enumerated can be obtained.
(5) for variable-speed controller (transmission control unit 23, Figure 11), if engaging clutch (the 1st engage from Clutch C1) engagement engagement start, then make motor (the 2nd dynamotor MG2) rotating speed FB control stop.
Therefore, on the basis of the effect of above-mentioned (1), it can reliably prevent from producing the impact of vehicle because of FB moments of torsion.
(6) variable-speed controller (transmission control unit 23, Figure 11) has following 2FB gain setting units (step S26), That is, regardless of the differential speed absolute value for engaging clutch (the 1st engaging clutch C1) | ε |, all settings are controlled based on rotating speed FB FB gains Kp, Ki of the yield value in stability boundaris region.
If the rotating speed FB controls of motor (the 2nd dynamotor MG2) start, until (the 1st engaging of engaging clutch Clutch C1) engagement engagement start untill, implement using by 2FB gain setting units (step S26) set FB gains Kp, Ki rotating speed FB controls.
Therefore, on the basis of the effect of above-mentioned (5), if the rotating speed FB controls of motor (the 2nd dynamotor MG2) Start, then can respond, which well converges on the difference rotation of engaging clutch (the 1st engaging clutch C1), synchronously judges rotating speed In the range of.
(7) for variable-speed controller (transmission control unit 23, Figure 11), to engaging clutch (the 1st engage from Clutch C1) when outputing engagement engagement instruction, it is considered as engaging clutch (the 1st engaging clutch C1) and starts engagement engagement.
Therefore, on the basis of the effect of above-mentioned (1)~(6), judging unit (sensor) is engaged without high-precision, such as Fruit, which will engage, engages instruction output, then can be avoided producing the rotating speed of impact because of FB moments of torsion with having Slack Time in advance The effect change control of FB controls.
The speed-change control device of the vehicle of the present invention is illustrated based on embodiment 1 and embodiment 2 above, but closed In specific structure, it is not limited to above-described embodiment, without departing from involved by each claim in claims The purport of invention, then allow changing, adding for design.
In embodiment 1,2, as variable-speed controller, show from the release based on the 2nd engaging clutch C2 and the 1st card Close clutch C1 engagement " EV2nd ICE2nd " are to " the speed change control of the handoff migration of EV2nd ICE3rd " speed change pattern Example processed.However, as variable-speed controller or " EV1st ICE- " → " EV1st ICE2nd ", " EV1st ICE2nd " →“EV2nd ICE2nd”、“EV2nd ICE4th”→“EV1st ICE2nd”、“EV1st ICE-”→“EV1st ICE1st” Speed change pattern handoff migration speed Control example.Also, in addition, exist along with based on the 1st engaging clutch C1, The a variety of changes for the engagement that 2nd engaging clutch C2, the 3rd engaging clutch C3 stroke to the left or to the right of any one are realized The handoff migration of fast mode, they can substantially be divided into two kinds.
First, when engaging clutch C2 engagement in the 1st engaging clutch C1, the 2nd, utilize the 2nd dynamotor MG2 real Apply rotating speed FB controls.
Second, in the 3rd engaging clutch C3 engagement, implement rotating speed FB controls using the 1st dynamotor MG1.
Moreover, before and after rotating speed FB controls the control of implementation content according to the switch transition content of speed change pattern without Together, but no matter under what circumstances, the engagement with engaging clutch thereafter is controlled on rotating speed FB, is changed into Fig. 5 or figure The action of flow chart shown in 11.
In embodiment 1,2, as variable-speed controller, show when outputing engagement engagement instruction to engaging clutch It is considered as the example that engaging clutch starts engagement engagement.However, as shift control unit, as long as being able to detect that engaging clutch The relative claw tooth of device will physically contact with before, contact moment, then can be considered as engaging clutch in claw tooth i.e. By before contact or contact moment start engagement engagement.
In embodiment 1, as variable-speed controller, following example is shown, i.e. until the 1st engages clutch C1's Rotating speed FB controls are implemented in engagement engagement untill finishing when, differential speed absolute value is used | ε | it is smaller, it is set as the FB of smaller value Gain Kp, Ki.However, as shift control unit, the example as follows based on staged gain characteristic can also be set to, i.e. When implementing rotating speed FB controls untill the engagement engagement for engaging clutch finishes, until engaging clutch starts engagement engagement Untill, using the 1FB gains of high value, if engaging clutch starts engagement engagement, it is used below the value of 1FB gains 2FB gains.
In embodiment 1,2, following example is shown, there are 3 engaging clutch C1, C2, C3 as speed changer, application In the normal engagement type stage-geared gearbox 1 with the different multipair gear mesh of gear ratio.However, as speed changer, as long as It is to realize multiple shift gear and initiate from the stroke of released position with basis and engage the engaging clutch conduct pair of engagement The speed changer for the speed change key element that shift gear switches over, then it is not limited to the stage-geared gearbox 1 shown in embodiment 1,2.
In embodiment 1,2, following example is shown, i.e. the speed-change control device of the present invention is applied to have 1 hair Motivation, 2 dynamotor and stage-geared gearbox with 3 engaging clutches are as driving system structure key element Motor vehicle driven by mixed power example.However, for for example with 1 engine, 1 dynamotor and with engaging from The speed changer of clutch can also apply the speed Control of the present invention as drive system Agencies into other motor vehicle driven by mixed powers of key element Device.Also, for the electric automobile fuel battery of the speed changer with 2 dynamotor and with engaging clutch The electric vehicles such as car can also be applied.In addition, for example for the engine as power source, the electronic hair of rotation synchronously Motor and the engine vehicle with the speed changer for engaging clutch can also be applied.
Related application it is cross-referenced
The application be based on April 14th, 2015 submitted to the Japanese Patent Room (accepting institution) International Application Serial No. PCT/ JP2015/061470 and CLAIM OF PRIORITY, are incorporated into this specification by referring to and by its entire disclosure.

Claims (7)

1. a kind of speed-change control device of vehicle, the vehicle is equipped with the drive system from power source to driving wheel can be real There is basis to initiate from the stroke of released position and be engaged the card of engagement for the speed changer of existing multiple shift gear, the speed changer Clutch is closed, as the speed change key element switched over to shift gear.
The speed-change control device of the vehicle is characterised by,
In the vehicle, be provided with following variable-speed controller, i.e. to make it is described engaging clutch engagement engage shift gear Speed change request when, the speed feedback control for the motor that the variable-speed controller is implemented to be directed to and the engaging clutch is connected System, if the differential speed of the engaging clutch is in synchronous in the range of judging rotating speed, the variable-speed controller is to described Engage clutch output engagement engagement instruction,
The variable-speed controller is when implementing the speed feedback control of the motor, if the engagement of the engaging clutch connects Run the beginning jointly, then compared with before engagement engagement starts, reduce the effect of speed feedback control.
2. the speed-change control device of vehicle according to claim 1, it is characterised in that
If the engagement engagement of the engaging clutch starts, the variable-speed controller reduces compared with before engagement engagement Feedback oscillator used in the speed feedback control of the motor.
3. the speed-change control device of vehicle according to claim 2, it is characterised in that
The variable-speed controller has the 1st feedback oscillator configuration part, and the synchronization equivalent to the engaging clutch judges rotating speed Differential speed absolute value between target motor rotating speed and the real electrical machinery rotating speed of the motor is smaller, then the 1st feedback increases Feedback oscillator is set as smaller value by beneficial configuration part,
If the speed feedback control of the motor starts, until being judged as that the engagement engagement of the engaging clutch finishes Untill, implement to control using the speed feedback of the feedback oscillator set by the 1st feedback oscillator configuration part.
4. the speed-change control device of vehicle according to claim 3, it is characterised in that
The 1st feedback oscillator configuration part is set to speed feedback control when the differential speed absolute value exceedes the region of setting The yield value in stability boundaris region, according to if the differential speed absolute value be less than or equal to setting if with differential speed it is absolute The reduction of value and the characteristic that makes yield value and reduce sets feedback oscillator.
5. the speed-change control device of vehicle according to claim 1, it is characterised in that
If the engagement engagement of the engaging clutch starts, the variable-speed controller makes the speed feedback control of the motor Stop is stopped.
6. the speed-change control device of vehicle according to claim 5, it is characterised in that
The variable-speed controller has the 2nd feedback oscillator configuration part, the differential speed absolute value regardless of the engaging clutch, The 2nd feedback oscillator configuration part all sets the feedback oscillator of the yield value based on speed feedback control stability boundaris region,
If the speed feedback control of the motor starts, untill the engagement engagement of the engaging clutch starts, Implement to control using the speed feedback of the feedback oscillator set by the 2nd feedback oscillator configuration part.
7. the speed-change control device of the vehicle according to any one of claim 1 to claim 6, it is characterised in that
When the variable-speed controller outputs engagement engagement instruction to the engaging clutch, it is considered as the engaging clutch and opens Begin to engage engagement.
CN201680021865.3A 2015-04-14 2016-04-08 The speed-change control device of vehicle Active CN107614940B (en)

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